1. Renewable Technology Analysis to Decrease Large Ship Fuel Consumption ASME ES2010-90294 Benjamin H. Gully, MSME Dr. Michael E. Webber, Dr. Carolyn C. Seepersad Richard C. Thompson, MSME Center for Electromechanics Webber Energy Group May 19, 2010

2. The Marine Transportation Industry Has a Substantial Environmental Footprint 90% of world’s freight is transported by ship 500 MMT of fuel consumed annually 30-100 times the sulfur content of land-use diesel Other pollutants such as NOx and PM 645 MMT of CO2 emitted annually 10% savings in fuel represents ~$400,000 annually

3. Interest In Reducing Energy Consumption Has Spurred Many Conceptual Designs WalleniusWilhelmsen E/S Orcelle Nippon Yusen KK (NYK) Super Eco Ship SolarSailor, Soliloquy

4. Designs Have Many Concepts in Common Concepts all focus on Zero Emissions (Zemship) Radical designs call for hydrogen fuel cells Utilize Wind and Solar Controllable rigid wing sails Photovoltaic panels Rigid wing sails with photovoltaic panels Wind and solar decrease power demand, hydrogen replaces ‘fossil dependency’ or alleviates emissions

5. Existing Efforts Focus on Redesign of Entire Ship and Technology Development Purpose here is to develop simulation to compare conservation potential of technologies Calculate energy savings Can also be considered a retrofit potential analysis Large (~100m) passenger ship application

6. Presentation Outline Rigid wing sail system definition Solar power system definition Simulation results of integration Energy storage system potential

7. Sail Propulsion System

8. Sails Operate By Producing Aerodynamic Lift and Drag Forward propulsion coefficient, Cx, function of lift and drag (CL, CD) Sail position, α, adjusted to maximize Cx Function of wind angle Leeway produced by CY Assume negligible due to ship size, hull design Proposed fin designs can provide function of keel

9. Rigid Wing Sail Design Selection Comparison analysis performed by Fiorentino [1985]

10. Best Performing Aerofoil Design is NACA 0018 NACA 0018 produces max lift Symmetric profile Good allowance for internal mast support Flap increases lift 18-24% [Fiorentino, 1985]

11. Forward Propulsion Data Resolved As Function of Wind Angle , [Smulders, 1985]

12. Forward Propulsion Data Resolved As Function of Wind Angle , ηprop = 0.68 ηmotor = 0.9 ηPEconv= 0.9 [Smulders, 1985]

13. PV Solar Power System

14. DOE Technology Comparison Suggests Wafer Silicon Panel – Assumed 18% Efficiency

15. Solar Panel Efficiency is Also a Function of Incidence Angle Efficiency is 100% when incidence is perpendicular Phorizontal = Pirr(cosθ) Pvertical = Pirr(1-cosθ) θ is a function of time of day, 90° at noon Negative regions truncated to zero Assumed power electronics efficiency of 95%

16. Simulation

17. Load Cycle Data Taken From a Notional Yacht Configuration

18. Area Available for Renewable Energy Systems Was Liberally Estimated Rigid Wing Sails 2 ˣ 500 m2 PV Solar Panels 1070 m2horizontal surface 540 m2vertical surface 800 m2on sails 80% of sail area, limited to one side at a time

19. Simulation Parameter Definition: Ship Power System and Wind/Solar Profile Original ship power system consists of 4 gensets Gensets are cycled on and off to meet power demand 4 Caterpillar 3516B units 2 ˣ 1180 kW 2 ˣ 1600 kW Environmental conditions taken from 2008 buoy data Wind speed and direction 150 NM from coast of Cape Hatteras, NC Solar irradiance similarly located off Cape May, NJ NDBC.com

20. Simulation Shows Significant Fuel Savings of 18% Base consumption without wind/solar: 5195 m3/yr Fuel Consumption with wind/solar: 4262 m3/yr 18% reduction Integrating power generation of each source shows small contribution of solar energy

21. Solar Power Suffers Greatly From Intermittency

22. Studying Cx Behavior Shows Opportunity for Increased Performance

23. Utilized Wind Power is Limited To Propulsion

24. Hybrid Energy Storage System Benefit is Minimal Fuel consumption reduced to 4176 m2/yr – 2% savings [Gully 2009]

25. Load Leveling Function of Energy Storage System Has Potential Emissions Benefit NOx Emissions from a conventional V8 diesel versus one with a hybrid powertrain [Filipi 2006]

26. Results and Future Work Solar power is only able to produce minimal benefit relative to the large power demands of ocean-going vessels Wind power produces significant savings Investigate alternative sail technologies Potential for additional benefit of route selection Energy storage as a hybrid device produces minimal increase in efficiency May have benefit for emissions reduction

27. Thank You Questions?

28. References Department of Energy, “Multi-Year Program Plan 2008-2012,” Solar Energy Technologies Program, April 15 2008. Filipi, Z., “Engine-in-the-Loop Testing for Evaluating Hybrid Propulsion Concepts and Transient Emissions – HMMWV Case Study” 01-0443, SAE 2006. Fiorentino, L., et al. “Proposal of a Sail System or the Propulsion of a 25,000 DWT Bulk-Carrier,” Proceedings of the International Symposium on Windship Technology, Southhampton, U.K., April 24-25, 1985. Gully, B., Webber, M., Seepersad, C., and Thompson, R., “Energy Storage Analysis to Increase Large Ship Fuel Efficiency,” Proceedings of the ASME 3rd International Conference on Energy Sustainability, San Francisco, CA, 2009. Smulders, F., “Exposition of Calculation Methods to Analyse Wind-Propulsion on Cargo Ships” Proceedings of the International Symposium on Windship Technology, Southhampton, U.K., April 24-25, 1985.

29. Supplemental Slides

30. Reducing Genset Resolution Produces Same Relative Benefit of ESS

31. Additional Simulation Parameters of Note Ship direction selected arbitrarily as 10° East of North Average solar power produced was equivalent to 15.7kW

32. Fiorentino Fin Design as Keel Alternative